WO2002020963A1 - Verfahren zum betreiben einer brennkraftmaschine und entsprechende vorrichtung - Google Patents
Verfahren zum betreiben einer brennkraftmaschine und entsprechende vorrichtung Download PDFInfo
- Publication number
- WO2002020963A1 WO2002020963A1 PCT/DE2001/002940 DE0102940W WO0220963A1 WO 2002020963 A1 WO2002020963 A1 WO 2002020963A1 DE 0102940 W DE0102940 W DE 0102940W WO 0220963 A1 WO0220963 A1 WO 0220963A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- threshold value
- load threshold
- cylinder
- load
- angle
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
- F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/152—Digital data processing dependent on pinking
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the invention is based on a method for operating an internal combustion engine and a corresponding one
- a method for operating an internal combustion engine and a corresponding device with at least one cylinder are already known, the ignition angle in the at least one being used due to the use of knock control
- Cylinder is shifted by an adjustment angle from the speed and / or load-dependent basic ignition angle.
- the adjustment angle depends on the frequency of knocking in the at least one cylinder and is greater the more frequently the knocking signal has occurred in the previous work cycles.
- devices with the features of the independent claims have the advantage that the reduction in torque caused by the retardation of the ignition angle due to knocking can be reduced.
- the reduction in torque caused by the retardation of the ignition angle due to knocking can be reduced.
- a particularly simple measure in a gasoline direct injection internal combustion engine to pull the ignition angle early is to carry out a double injection in one work cycle of a cylinder.
- a lean basic mixture is first formed in the respective cylinder by a first injection, and is then injected a second time.
- the tendency to knock is reduced by the lean basic mixture, which is still present in edge zones of the mixture even after the second injection.
- the fuel / air mixture is cooled by the fuel supplied to the combustion chamber by the second injection, which leads to a further reduction in the tendency to knock.
- Load range it makes sense to use the knock protection mode with double injection. When switching back to another operating mode and falling below a certain load threshold value, it makes sense to select this second load threshold value such that it is below the first
- the load threshold lies because this prevents an unstable state and a constant switching back and forth between two operating modes. Since both the first load threshold value and the second load threshold value can differ depending on the speed, it makes sense to take this speed dependency into account.
- the knock protection with exhaust gas recirculation operating mode as an additional measure that reduces the knock tendency, it makes sense to take this only below a predefinable, third load threshold value, since the exhaust gas recirculation measure does not gain torque for higher loads.
- Analogous to the knock protection with double injection operating mode unstable states between two operating modes should be avoided, so that advantageously the fourth load threshold, at which a switch back from the knock protection operating mode with exhaust gas recirculation to another operating mode, should be above the third load threshold value. Because both the third load threshold and the fourth load threshold are dependent it may be different from the speed, it makes sense to take this speed dependency into account in the same way as the knocking contactor operating mode with double injection.
- Tapping i.e. an abnormal combustion process in the combustion chamber of an internal combustion engine limits the power and the efficiency and leads through the high
- signals from the combustion chamber are recorded which are passed on to an evaluation unit also belonging to the knock detection.
- signals can for example be acoustic signals, electromagnetic signals, electrical signals, pressure signals or
- the evaluation unit amplifies the signals and integrates the signals in a suitable manner, so that in a microprocessor contained in the internal combustion engine an analog / digital conversion of the signals, the integrated value can be compared with a threshold value, knocking being detected when the threshold value is exceeded.
- the evaluation unit can furthermore, for example, select a specific frequency band or select a specific time window, the frequency band or the time window being characteristic of the occurrence of knock signals.
- the knock control is carried out by the microprocessor integrated in the internal combustion engine in such a way that an adjustment angle is added to a basic ignition angle, the sum forming the basic ignition angle.
- the torque structure calculates a torque-based ignition angle, which represents the earliest possible ignition angle.
- the basic ignition angle and the torque-based ignition angle are then compared with one another in the method for calculating the ignition angle, the ignition angle to be realized being the later of the two ignition angles, i.e. the ignition angle closer to the top dead center serves. If the fuel / air mixture in the combustion chamber has a strong tendency to knock, the adjustment angle will assume large values, the
- Adjustment angle is defined as a positive value in the context of this application, so that the ignition angle is shifted strongly late, that is to say that the ignition is made closer to the top dead center at a point in time.
- the basic ignition angle is read from a load- and / or speed-dependent map, which contains the ignition angle under standard conditions and is stored in the microprocessor of the internal combustion engine. It contains values for the basic ignition angle, which are assigned to certain ranges of engine speed and / or load. The speed is determined by sensors that are preferably attached to the crankshaft.
- the load i.e.
- the relative air filling of the respective cylinder is determined by the microprocessor on the basis of various operating parameters such as speed, torque requirement and on the basis of the measured values of the hot film air mass meter (HFM) and the intake manifold pressure sensor, the rate of the returned exhaust gas or the position of the throttle valve with the aid of Models determined and provided for the determination of the basic ignition angle.
- the relative air charge is defined as the ratio of the current one
- the ignition angle is adjusted by the knock control until knocking no longer occurs.
- the adjustment of the ignition angle in the individual steps adds up to an adjustment angle which indicates the overall adjustment of the ignition angle in relation to the basic ignition angle. If there is no more knocking for a certain period of time, the knock control system adjusts the ignition angle to the early position, i.e. the ignition angle is at crankshaft angles that are further before top dead center. The advance angle decreases accordingly due to the early adjustment of the ignition angle.
- a disadvantage of the conventional knock control method is that the torque that can be achieved and thus the efficiency is greatly reduced if the ignition angle is adjusted very late.
- the method according to the invention for operating an internal combustion engine is distinguished by a new operating mode, which can be carried out both in a gasoline direct-injection internal combustion engine and in an internal combustion engine with intake manifold injection.
- the method is carried out by a microprocessor located in the internal combustion engine. If the knock control adjustment angle is greater than one determined, predeterminable threshold value, then a knock protection operating mode is activated by the microprocessor, which means that a measure reducing the tendency to knock is carried out and the adjustment angle is changed accordingly so that the basic ignition angle is drawn early. This allows a gain in torque and thus an increase in efficiency.
- a work cycle comprises the cycle of the 4 strokes of an engine with a four-stroke process: the intake stroke, the compression stroke, the work stroke and the exhaust stroke or the 2 strokes of an engine with two-stroke processes: the purge and compression stroke and the work stroke.
- the change in the adjustment angle is in this
- the fuel is injected twice into the combustion chamber in one work cycle in such a way that a homogeneous, lean basic mixture is generated by a first injection during the intake stroke or the flushing and compression stroke.
- a rich cloud is placed in this homogeneous basic mixture around the spark plug by means of a second injection.
- This stratification ensures reliable ignition of the fuel / air mixture in the combustion chamber, while the knocking tendency is reduced by the lean edge zones. This also reduces the tendency to knock achieved that the combustion chamber is cooled by the second injection of fuel.
- the total amount of fuel is not increased compared to a simple injection, but the amount of fuel is divided between the two injection processes. Due to the higher torque that can be achieved due to the earlier ignition angle, a higher degree of efficiency can be achieved with the same fuel consumption, as a result of which the consumption of the internal combustion engine is reduced in relation to the output.
- the measure reducing the knock tendency comprises increasing the rate of the recirculated exhaust gas if exhaust gas recirculation is integrated in the system of the internal combustion engine.
- This measure can be carried out both in a gasoline direct injection internal combustion engine and in an internal combustion engine with intake manifold injection.
- Exhaust gas recirculation includes both an internal and an external exhaust gas recirculation, whereby as internal
- Exhaust gas recirculation is the process in which the exhaust gas is not completely expelled in the cylinder, but exhaust gas remains in the cylinder, which is part of the fuel / air mixture in the cylinder again in the next working cycle.
- the external exhaust gas recirculation comprises the recirculation of exhaust gas from the exhaust tract into the intake manifold of the internal combustion engine.
- the rate of the externally recirculated exhaust gas is influenced by the exhaust gas recirculation valve, which in turn is controlled by the microprocessor.
- the rate of internally recirculated exhaust gas can be affected by the camshaft position. If the rate of the recirculated exhaust gas is increased, the oxygen content of the fuel / air mixture in the cylinder is reduced, so that the occurrence of abnormal combustion processes in the combustion chamber is made more difficult.
- the basic ignition angle is taken from another characteristic diagram which is specific to the knock protection operating mode and which is also stored in the microprocessor.
- the specific characteristic diagram differs depending on the measure taken to reduce the knock tendency.
- the changed map for the knock protection operating mode takes into account the changed conditions for the ignition of the fuel / air mixture in the combustion chamber by the double injection or by the changed rate of the recirculated exhaust gas.
- the knock control and the knock detection are carried out during the knock contactor operating mode. This means that the adjustment angle changed by the transition to knock protection mode continues to be adjusted according to the occurrence of knock events.
- the so-called rapid advance adjustment for the ignition angle is activated during the transition to the knock protection operating mode, in which the adjustment angle is reduced either with a larger increment or with a higher frequency compared to the otherwise performed advance adjustment.
- the adjustment angle is reduced until a knock is detected, which in turn leads to a late adjustment of the ignition angle.
- the knock protection operating mode with double injection is only activated when the respective current load value has exceeded a specific, predeterminable first load threshold value.
- this first load threshold value is additionally dependent on the rotational speed, the first load threshold value consisting of a Characteristic curve, which is stored in the microprocessor of the internal combustion engine, is read. In the characteristic curve of the first load threshold, values for the first load threshold are assigned to individual ranges of the speed. Another embodiment of the invention relates to leaving the knock protection operating mode with double injection. If the value falls below a second load threshold, the microprocessor of the internal combustion engine switches over to another operating mode.
- Such operating modes can be, for example, the operating modes homogeneous, homogeneous lean or shift operation. These operating modes are well known for the gasoline direct injection internal combustion engine and are therefore not to be described again. Different operating modes differ in the fundamentally different design of important company sizes and the underlying model ideas. Important operating variables are the number of injection processes in a work cycle, the injection angle, the injection duration, the amount of fuel injected and thus the air ratio ⁇ and the ignition angle.
- the torque model for example, is considered as the underlying model concept. It should be noted for this exemplary embodiment that the second load threshold value is below the first load threshold value, so that a hysteresis is carried out with respect to the load threshold value for the knock protection operating mode.
- the second load threshold value can be determined in such a way that a specific load threshold value difference from the first load threshold value is subtracted.
- This load threshold value difference can preferably be stored as a function of speed in the microprocessor of the internal combustion engine.
- the second load threshold value can be read directly from a characteristic curve, which is speed-dependent, analogously to the first threshold value in the microprocessor of the internal combustion engine. The values of the second load threshold are to be stored in the characteristic curve in such a way that they are smaller than the values of the first load threshold.
- the knock protection with exhaust gas recirculation mode is activated only when the current load value has fallen below a specific, predeterminable third load threshold value, since the exhaust gas recirculation measure is mainly used in low load ranges.
- this third load threshold value is additionally dependent on the rotational speed, the third load threshold value consisting of a
- Characteristic curve which is stored in the microprocessor of the internal combustion engine, is read.
- values for the third load threshold are assigned to individual ranges of the speed.
- Another embodiment of the invention relates to leaving the knocking contactor mode with exhaust gas recirculation. If a fourth load threshold value is exceeded, the microprocessor of the internal combustion engine switches over to another operating mode.
- Such operating modes can be used, for example, in the case of direct petrol injection
- Internal combustion engines can be the homogeneous, homogeneous lean or stratified operating modes mentioned above, and in internal combustion engines with intake manifold injection, operation without a knock protection device.
- the fourth load threshold value is above the third load threshold value, so that a hysteresis is carried out with respect to the load threshold value for the knock contactor operating mode. This prevents the internal combustion engine from reaching an unstable state between the knock protection operating mode and another operating mode and from a constant switching back and forth between the two operating modes.
- the fourth load threshold value can be determined such that a specific load threshold value difference from the third
- Load threshold is subtracted.
- This load threshold value difference can preferably be stored as a function of speed in the microprocessor of the internal combustion engine.
- the fourth load threshold value can be read directly from a characteristic curve that is speed-dependent, analogous to the third threshold value in the microprocessor of the internal combustion engine. The values of the fourth load threshold are to be stored in the characteristic curve in such a way that they are larger than the values of the third load threshold.
- the switching to the knock protection operating mode can take place both individually for the cylinder and for all cylinders of the internal combustion engine at the same time.
- the adjustment angle of the respective cylinder is used as the adjustment angle.
- the arithmetic mean of the cylinder-specific adjustment angles is preferably calculated here. This calculation is in turn performed by the microprocessor of the internal combustion engine.
- the ignition angle can be adjusted early
- the operating mode can be easily implemented for gasoline direct-injection internal combustion engines, since only the adjustment angle has to be changed and an additional measure that reduces the tendency of the fuel / air mixture to knock has to be applied.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Signal Processing (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE50104427T DE50104427D1 (de) | 2000-09-04 | 2001-08-02 | Verfahren zum betreiben einer brennkraftmaschine und entsprechende vorrichtung |
JP2002525350A JP2004508484A (ja) | 2000-09-04 | 2001-08-02 | 内燃機関の作動のための方法および相応の装置 |
EP01960137A EP1317612B1 (de) | 2000-09-04 | 2001-08-02 | Verfahren zum betreiben einer brennkraftmaschine und entsprechende vorrichtung |
US10/089,906 US6742500B2 (en) | 2000-09-04 | 2001-08-02 | Method for operating an internal combustion engine, and corresponding device |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10043700.1 | 2000-09-04 | ||
DE10043700A DE10043700A1 (de) | 2000-09-04 | 2000-09-04 | Verfahren zum Betreiben einer Brennkraftmaschine und entsprechende Vorrichtung |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2002020963A1 true WO2002020963A1 (de) | 2002-03-14 |
Family
ID=7655036
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2001/002940 WO2002020963A1 (de) | 2000-09-04 | 2001-08-02 | Verfahren zum betreiben einer brennkraftmaschine und entsprechende vorrichtung |
Country Status (5)
Country | Link |
---|---|
US (1) | US6742500B2 (de) |
EP (1) | EP1317612B1 (de) |
JP (1) | JP2004508484A (de) |
DE (2) | DE10043700A1 (de) |
WO (1) | WO2002020963A1 (de) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1715179A3 (de) * | 2005-03-31 | 2007-08-08 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zum Vermeiden von verfrühten Verbrennungsereignissen bei einer Brennkraftmaschine |
WO2016177531A1 (de) * | 2015-05-06 | 2016-11-10 | Robert Bosch Gmbh | Verfahren zur klopfregelung einer brennkraftmaschine |
Families Citing this family (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10330615B4 (de) * | 2003-07-07 | 2016-07-07 | Robert Bosch Gmbh | Vorrichtung und Verfahren zur Klopfregelung einer Brennkraftmaschine |
DE102004017990B4 (de) * | 2004-04-14 | 2015-10-01 | Daimler Ag | Verfahren zum Betrieb einer Brennkraftmaschine mit Kraftstoffdirekteinspritzung |
JP2006046084A (ja) * | 2004-07-30 | 2006-02-16 | Toyota Motor Corp | 内燃機関の点火時期制御装置 |
AT501937B1 (de) | 2006-08-24 | 2009-11-15 | Avl List Gmbh | Verfahren zur erkennung und vermeidung von verfrühten verbrennungsereignissen |
US8352162B2 (en) * | 2010-07-29 | 2013-01-08 | Ford Global Technologies, Llc | Method and system for controlling fuel usage |
DE102011116956A1 (de) | 2011-10-26 | 2013-05-02 | Vaillant Gmbh | Verfahren zur Klopfregelung an einer Brennkraftmaschine |
DE102014222527A1 (de) * | 2014-11-05 | 2016-05-12 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Vermeidung von unkontrollierten Verbrennungen in einer Brennkraftmaschine |
CN107850034B (zh) * | 2015-07-23 | 2021-08-10 | 洋马动力科技有限公司 | 发动机装置 |
JP6404782B2 (ja) * | 2015-07-23 | 2018-10-17 | ヤンマー株式会社 | エンジン装置 |
JP6404781B2 (ja) * | 2015-07-23 | 2018-10-17 | ヤンマー株式会社 | エンジン装置 |
DE102015220721B4 (de) * | 2015-10-23 | 2017-09-14 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Diagnose einer Wassereinspritzung in einen Brennraum eines Verbrennungsmotors |
DE102018211783B4 (de) * | 2018-07-16 | 2021-02-11 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4846130A (en) * | 1988-07-05 | 1989-07-11 | General Motors Corporation | Engine ignition timing with knock control by combustion pressure harmonic amplitude ratio |
US6041756A (en) * | 1998-10-08 | 2000-03-28 | Chrysler Corporation | Active adaptive EGR and spark advance control system |
DE19908729A1 (de) * | 1999-03-01 | 2000-09-07 | Bosch Gmbh Robert | Kraftstoffeinspritzverfahren für eine Brennkraftmaschine |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
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JPS5825528A (ja) * | 1981-08-06 | 1983-02-15 | Mazda Motor Corp | 燃料噴射式エンジンの燃料噴射制御装置 |
JPS597777A (ja) * | 1982-07-05 | 1984-01-14 | Hitachi Ltd | ノツク制御装置 |
JPH01182577A (ja) * | 1988-01-13 | 1989-07-20 | Nissan Motor Co Ltd | エンジンの燃焼制御装置 |
JPH0419343A (ja) * | 1990-05-10 | 1992-01-23 | Japan Electron Control Syst Co Ltd | ノッキング制御装置 |
JPH08158927A (ja) * | 1994-12-08 | 1996-06-18 | Tokyo Gas Co Ltd | 内燃機関のノッキング抑制方法及び装置 |
JP3451769B2 (ja) * | 1995-01-17 | 2003-09-29 | 株式会社デンソー | エンジン制御装置 |
JP3544257B2 (ja) * | 1995-11-07 | 2004-07-21 | ヤマハ発動機株式会社 | 高圧縮比筒内噴射内燃機関 |
-
2000
- 2000-09-04 DE DE10043700A patent/DE10043700A1/de not_active Withdrawn
-
2001
- 2001-08-02 DE DE50104427T patent/DE50104427D1/de not_active Expired - Lifetime
- 2001-08-02 EP EP01960137A patent/EP1317612B1/de not_active Expired - Lifetime
- 2001-08-02 US US10/089,906 patent/US6742500B2/en not_active Expired - Fee Related
- 2001-08-02 JP JP2002525350A patent/JP2004508484A/ja active Pending
- 2001-08-02 WO PCT/DE2001/002940 patent/WO2002020963A1/de active IP Right Grant
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4846130A (en) * | 1988-07-05 | 1989-07-11 | General Motors Corporation | Engine ignition timing with knock control by combustion pressure harmonic amplitude ratio |
US6041756A (en) * | 1998-10-08 | 2000-03-28 | Chrysler Corporation | Active adaptive EGR and spark advance control system |
DE19908729A1 (de) * | 1999-03-01 | 2000-09-07 | Bosch Gmbh Robert | Kraftstoffeinspritzverfahren für eine Brennkraftmaschine |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1715179A3 (de) * | 2005-03-31 | 2007-08-08 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zum Vermeiden von verfrühten Verbrennungsereignissen bei einer Brennkraftmaschine |
WO2016177531A1 (de) * | 2015-05-06 | 2016-11-10 | Robert Bosch Gmbh | Verfahren zur klopfregelung einer brennkraftmaschine |
US10451009B2 (en) | 2015-05-06 | 2019-10-22 | Robert Bosch Gmbh | Method for knock control of an internal combustion engine |
Also Published As
Publication number | Publication date |
---|---|
DE50104427D1 (de) | 2004-12-09 |
US20030029416A1 (en) | 2003-02-13 |
EP1317612B1 (de) | 2004-11-03 |
JP2004508484A (ja) | 2004-03-18 |
EP1317612A1 (de) | 2003-06-11 |
US6742500B2 (en) | 2004-06-01 |
DE10043700A1 (de) | 2002-03-14 |
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